中文摘要：

以北京市居民出行行为为研究对象，收集2010年部分区域居民出行基础数据，使用相关性分析筛选与居民出行方式选择密切相关的影响因素。以小汽车出行方式的效用函数与公共交通出行方式的效用函数的差值构建新效用函数，选择收入、出行目的、支付方式、出行时间比、出行成本比等作为影响因素，将小汽车和公共交通出行时间比划分为1：5、1：3、1：1，分析出行成本对居民出行方式的影响。分析结果表明：当出行时间比为1：5时，居民使用小汽车出行对应的弹性值均小于0．1，出行成本调节缺乏弹性；当出行时间比为1：3时，对应的最大弹性值为0．39，当出行成本比为25时，40％～50％的出行者继续使用小汽车出行；当出行时间比为1：1时，对应的最大弹性值为0．89，当出行成本比为22时，40％～50％的出行者继续使用小汽车出行；当出行时间在1：3和1：1之间，要使得小汽车的出行分担率为30％，则出行成本比为至少为5。

英文摘要：

The trip behaviors of residents in Beijing city were taken as study subject, the basic trip data of some regions in 2010 were collected, and correlation analysis was used to choose influence factors which were closely related to the mode choice of resident trip. New utility function was constructed by using the difference value of utility functions of public transit trip mode and car trip mode. The salary, trip purpose, payment mode, trip time ratio and trip cost ratio were taken as influence factors. The trip time ratio of car trip mode and public transit trip mode was divided into 3 conditions such as 1 ： 5, 1 ： 3 and 1： 1, and the influence of trip cost on trip mode for resident was analyzed. Ayalysis result shows that when trip time ratio is 1 ： 5, all the elastic values of car trip mode are less than 0.1, and trip cost adjustment is invalid. When trip time ratio is 1 - 3, the maximum elastic value of car trip mode is 0.39. When trip cost ratio is 25, 40%- 50% residents will still use cars. When trip time ratio is 1 ： 1, the maximum elastic value of car trip mode is 0.89. When trip cost ratio is 22, 40%-50% residents will still use cars. If trip time ratio is between 1： 1 and 1： 3, car trip sharing rate is forced down to 30 %, trip cost ratio must be 5 at least. 6 tabs, 3 figs, 21 refs.